U.S. patent application number 14/497538 was filed with the patent office on 2015-04-09 for synchronous drive trim alignment device.
The applicant listed for this patent is Michael Clesceri. Invention is credited to Michael Clesceri.
Application Number | 20150100186 14/497538 |
Document ID | / |
Family ID | 52777587 |
Filed Date | 2015-04-09 |
United States Patent
Application |
20150100186 |
Kind Code |
A1 |
Clesceri; Michael |
April 9, 2015 |
Synchronous Drive Trim Alignment Device
Abstract
A unique method for automatically monitoring, trimming, and
adjusting or synchronizing multi-propeller drives of a boat to
remain aligned with each other in the desired trim positions during
operation. In each instance that a driver or operator activates all
of the stern drives at the same time to adjust or synchronize the
trim, the position of each of the propeller drives is monitored by
the system. If any of the propeller drives are found not to be in
alignment or out of synchronization with one another, the system
will automatically make the appropriate adjustments in the
necessary propeller drive(s) to synchronize all of the stern drive
into the same desired trim positions. An automatic calibration
process is also provided to ensure that the system has, and is
using, accurate position data.
Inventors: |
Clesceri; Michael; (Oakwood
Hills, IL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Clesceri; Michael |
Oakwood Hills |
IL |
US |
|
|
Family ID: |
52777587 |
Appl. No.: |
14/497538 |
Filed: |
September 26, 2014 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61886459 |
Oct 3, 2013 |
|
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|
Current U.S.
Class: |
701/21 |
Current CPC
Class: |
B63H 2021/216 20130101;
B63H 21/22 20130101; B63H 20/10 20130101; B63H 21/213 20130101 |
Class at
Publication: |
701/21 |
International
Class: |
B63H 21/21 20060101
B63H021/21; B63H 21/22 20060101 B63H021/22 |
Claims
1. An apparatus for a boat, comprising: a dash panel having a
control switch; a first propeller drive and a second propeller
drive; means for moving the first propeller drive and the second
propeller drive; the control switch communicating with the means
for moving the first propeller drive and the second propeller
drive; means for indicating the location of the first propeller
drive and the location of the second propeller drive; and means for
automatically synchronizing the first propeller drive into the same
location as the second propeller drive if the means for indicating
the location of the first propeller drive and the location of the
second propeller drive indicates that the first propeller drive is
in a different location than the second propeller drive.
2. The apparatus of claim 1 wherein the control switch is a rocker
switch, the rocker switch activating the movement of the first
propeller drive and the second propeller drive.
3. The apparatus of claim 2 wherein the movement of the first
propeller drive and the second propeller drive is anywhere between
a full up position and a full down position.
4. The apparatus of claim 1 wherein the means for moving the first
propeller drive and the second propeller drive is a first pump
assembly having a first solenoid and a second pump assembly having
a second solenoid.
5. The apparatus of claim 4 wherein the first solenoid comprises
both an up solenoid and a down solenoid.
6. The apparatus of claim 4 wherein the second solenoid comprises
both an up solenoid and a down solenoid.
7. The apparatus of claim 1 wherein the means for indicating the
location of the first propeller drive and the location of the
second propeller drive is a first trim sender and a second trim
sender.
8. The apparatus of claim 1 wherein the means for automatically
synchronizing the first propeller drive into the same location as
the second propeller drive if the means for indicating the location
of the first propeller drive and the location of the second
propeller drive indicates that the first propeller drive is in a
different location than the second propeller drive is a
controller.
9. A method for automatically synchronizing a first propeller drive
in relation to a second propeller drive, comprising the steps of:
determining if a first means for activating the first propeller
drive and a second means for activating the second propeller drive
have both been activated; collecting a first value for the first
propeller drive, the first value representing a current location of
the first propeller drive; collecting a second value for the second
propeller drive, the second value representing a current location
of the second propeller drive; calculating a delta value from the
difference between the first value and the second value; activating
the first means for activating the first propeller drive to move
the first propeller drive from the current location of the first
propeller drive to a new location of the first propeller drive if
the delta value is greater than zero; collecting a new value for
the first propeller drive, the new value representing the new
location of the first propeller drive; calculating a new delta
value from the difference between the new value and the second
value; and confirming that the new location of the first propeller
drive is at the same location as the current location of the second
propeller drive if the delta value is equal to zero.
10. The method of claim 9 and further comprising the step of
monitoring the first means for activating the first propeller drive
and the second means for activating the second propeller drive.
11. The method of claim 9 and further comprising the step of
activating the first means for activating the first propeller drive
to move the first propeller drive from the new location of the
first propeller drive to a second new location of the first
propeller drive if the new delta value is greater than zero.
12. The method of claim 11 and further comprising the step of
collecting a second new value for the first propeller drive, the
second new value representing the second new location of the first
propeller drive.
13. The method of claim 12 and further comprising the step of
calculating a second new delta value from the difference between
the second new value and the second value.
14. The method of claim 13 and further comprising the step of
confirming that the second new location of the first propeller
drive is at the same location as the current location of the second
propeller drive if the second new delta value is equal to zero.
15. The method of claim 1 and further comprising the step of
determining a time when the first means for activating the first
propeller drive was activated.
16. The method of claim 15 and further comprising the step of
determining a time when the second means for activating the second
propeller drive was activated.
17. The method of claim 16 and further comprising the step of
calculating a time differential between the time when the first
means for activating the first propeller drive was activated and
the time when the second means for activating the second propeller
drive was activated.
18. The method of claim 17 and further comprising the step of
proceeding if the time differential is less than or equal to a
pre-determined time differential.
Description
I. CROSS-REFERENCE TO RELATED APPLICATION
[0001] This patent application is a non-provisional application
claiming priority from U.S. Provisional Patent Application Ser. No.
61/886,459, entitled "Synchronous Drive Trim Alignment Device",
filed on Oct. 3, 2014, and is fully incorporated herein by
reference.
II. FIELD OF THE INVENTION
[0002] The present invention relates to an electronic device or
controller that monitors the drive position sensors (or indicators)
and controls electro-hydraulic actuators to automatically trim a
dual, or a plurality of, propeller drives of a boat so that the
dual, or plurality of, propeller drives remain aligned and trimmed
with each other during operation.
III. DESCRIPTION OF THE PRIOR ART
[0003] The driver, or operator, of a stern drive boat ("boat")
adjusts the trim of the propeller drives to optimize the
performance and safety of the boat during operation. Multi-engine
boats have independent electro-hydraulic systems that can raise or
lower the propeller drives relative to the water on each of the
propeller drives. As many factors influence the speed that the
propeller drives move between trim positions, each of the propeller
drives rarely move evenly and quickly become out of alignment
(i.e., at the desired trimmed position, each of the propeller
drives are not level with each other such that one propeller drive
is running lower in the water than the other propeller drive). The
driver, or operator, must therefore constantly monitor the drive
position sensors (or indicators) for each of the propeller drives
and then, when uneven, continually make manual adjustments to level
the propeller drive(s) into the same trim position. Generally, this
is accomplished using independent trim control buttons (or gauges)
on the dash panel of the boat, with each of the trim control
buttons (or gauges) separately controlling one of the propeller
drives.
[0004] During operation, as the boat reaches higher speeds, the
differences in the levels of the propeller drives when trimming and
the time required for independent manual adjustment becomes a
potentially dangerous situation, reduces efficiency and safety.
This situation is further exacerbated in that various water
conditions require even more frequent and repeated propeller drive
trim adjustments. For example, a boat traveling over smooth water
will probably have the propeller drives trimmed fairly high. If the
boat begins to approach the wake of another boat, the driver (or
operator) will most likely lower the propeller drives before
reaching the waves of the boat wake. This will force the bow of the
boat downward on the surface of the water in an effort to lessen
the impact of the waves from the boat wake and thereby keep the
boat from becoming airborne when the boat engages these waves. Due
to the difficulty in properly monitoring all of the systems while
operating the boats, professional and amateur offshore racing teams
typically require two people to operate the boat, one person to
drive and navigate the boat and another person to control the
throttles, drive trim, and tabs of the boat.
[0005] Thus, there is a need and there has never been disclosed
Applicant's unique electronic device and system that automatically
monitors, trims, and adjusts the propeller drive(s) of a boat to
remain aligned with each other during operation. Applicant's
invention also improves safety by eliminating the distraction and
potential handling issues related to manual adjusting the propeller
drive alignment.
IV. SUMMARY OF THE INVENTION
[0006] The present invention is a unique method for automatically
monitoring, trimming, and adjusting or synchronizing
multi-propeller drives of a boat to remain aligned with each other
in the desired trim positions during operation. In each instance
that a driver or operator activates all of the stern drives at the
same time to adjust or synchronize the trim, the position of each
of the propeller drives is monitored by the system. If any of the
propeller drives are found not to be in alignment or out of
synchronization with one another, the system will automatically
make the appropriate adjustments in the necessary propeller
drive(s) to synchronize all of the stern drive into the same
desired trim positions. An automatic calibration process is also
provided to ensure that the system has, and is using, accurate
position data.
V. BRIEF DESCRIPTION OF THE DRAWINGS
[0007] The Description of the Preferred Embodiment will be better
understood with reference to the following figures:
[0008] FIG. 1 is a perspective view of a boat using Applicant's
inventive device.
[0009] FIG. 2 is a front view of a dash panel of the boat using
Applicant's inventive device.
[0010] FIG. 3 is a perspective view of a plurality of propeller
drives of the boat using Applicant's inventive device.
[0011] FIG. 4 is a front view, with portions removed, of the dash
panel of the boat illustrating the control switches used in the
operation of the components of the system.
[0012] FIG. 5 is a perspective view, with portions removed, of the
dash panel of the boat illustrating the alternate control switches
used in the operation of the components of the system.
[0013] FIG. 6 is a perspective view of the plurality of propeller
drives of the boat at a new trim position and, in particular,
illustrating the often resulting different levels of the propeller
drives at the new trim position.
[0014] FIG. 6A is a front view of the dash panel of the boat and,
in particular, illustrating the trim indicators gauge identifying
the position of each of the propeller drives.
[0015] FIG. 7 is a perspective view of the plurality of propeller
drives of the boat as adjusted or synchronized using Applicant's
inventive device.
[0016] FIG. 7A is a front view of the dash panel of the boat and,
in particular, illustrating the trim indicators gauge identifying
the position of each of the propeller drives after adjustment or
synchronization using Applicant's inventive device.
[0017] FIG. 8 is a flow schematic diagram illustrating Applicant's
inventive device and the components used in the operation of the
system.
[0018] FIG. 9 is a flowchart illustrating the calibration of the
electronic device or controller.
[0019] FIG. 10 is a flowchart illustrating the basic operation of
Applicant's system.
[0020] FIG. 11 is an electrical schematic diagram of the operation
and control Applicant's system.
VI. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0021] Applicant's invention consists of the interaction between
the components of a boat, as illustrated in FIGS. 1-8, and 11, and
computer software ("system"), as illustrated in FIGS. 9-10.
[0022] Turning to FIG. 1, the components of a boat 20 comprise a
dash panel 22, a plurality of propeller drives 24 and 26, each
powered by an engine 28, and controlled by an electronic device or
controller 30. A driver or operator 32 operates the boat 20.
Additionally, Applicant's invention can be used in connection with
any number of propeller drives.
[0023] In the preferred embodiment, the dash panel 22, as
illustrated in FIG. 2, comprises a steering wheel 34 and a
plurality of gauges 36. The plurality of gauges 36 comprises a
propeller drive rocker switches section 38, a throttle lever
section 40, and a propeller drive trim position section 42.
[0024] The propeller drive rocker switches section 38 is more
clearly illustrated in FIG. 4. In this propeller drive rocker
switches section 38, there are three propeller drive rocker
switches: a port (or left) propeller drive rocker switch 44 which
controls the vertical movement (i.e, up or down) of the port (or
left) propeller drive 24 within the water, a starboard (or right)
propeller drive rocker switch 46 which controls the vertical
movement (i.e., up or down) of the starboard (or right) propeller
drive 26 within the water, and a dual propeller drive rocker switch
48 which controls the vertical movement (i.e, up or down) of both
of the port (or left) propeller drive 24 and the starboard (or
right) propeller drive 26 within the water.
[0025] Upon depressing the port (or left) propeller drive rocker
switch 44 in the "up" direction results in the port (or left)
propeller drive 24 moving in the upward vertical direction from its
current position to a new higher position within the water.
Likewise, depressing the port (or left) propeller drive rocker
switch 44 in the "down" direction results in the port (or left)
propeller drive 24 moving in the downward vertical direction from
its current position to a new lower position within the water. The
starboard (or right) propeller drive rocker switch 46, in the same
manner, operates to control the vertical movement (i.e., up or
down) of the starboard (or right) propeller drive 26 within the
water. And, in situations when it is necessary to control, at the
same time, the vertical movement (i.e, up or down) of both of the
port (or left) propeller drive 24 and the starboard (or right)
propeller drive 26 within the water, the dual propeller drive
rocker switch 48 likewise is used and operates in the same manner.
Each of the port (or left) propeller drive rocker switch 44, the
starboard (or right) propeller drive rocker switch 46, and the dual
propeller drive rocker switch 48 are used to move the propeller
drives 24 and 26 into the desired trim positions within the
water.
[0026] The throttle lever section 40 is more clearly illustrated in
FIG. 5. In this throttle lever section 40, throttle levers 50 are
used to control the thrust or power of the propeller drives 24 and
26. As illustrated, one of the throttle levers 50 is provided with
a secondary dual propeller drive rocker switch 52. This secondary
dual propeller drive rocker switch 52 is used and operates in the
same manner as the dual propeller drive rocker switch 48. The
benefit of having this secondary dual propeller drive rocker switch
52 located on the throttle lever 50 is that, depending on the
circumstances, this secondary dual propeller drive rocker switch 52
may be more convenient to use by the driver or operator 32 than the
dual propeller drive rocker switch 48 to achieve the same
result.
[0027] Referring back to FIG. 2, the propeller drive trim position
section 42 comprises a port (or left) propeller drive location
indicator 54 and a starboard (or right) propeller drive location
indicator 56. As each of the port (or left) propeller drive rocker
switch 44, the starboard (or right) propeller drive rocker switch
46, or the dual propeller drive rocker switch 48 are used to move
the propeller drives 24 and 26 into the desired trim positions
within the water, the port (or left) propeller drive location
indicator 54 and the starboard (or right) propeller drive location
indicator 56 visually indicate the exact location of where each of
the propeller drives 24 and 26 are currently trimmed. If either of
the port (or left) propeller drive location indicator 54 and/or the
starboard (or right) propeller drive location indicator 56 are at
the top 58 of the propeller drive trim position section 42, this
would mean that the respective propeller drives are in the "full
up" position. Similarly, if either of the port (or left) propeller
drive location indicator 54 and/or the starboard (or right)
propeller drive location indicator 56 are at the bottom 60 of the
propeller drive trim position section 42, this would mean that the
respective propeller drives are in the "full down" position.
Additionally, the port (or left) propeller drive location indicator
54 and the starboard (or right) propeller drive location indicator
56 visually indicate where the port (or left) propeller drive 24
and the starboard (or right) propeller drive 26 are currently
located in relation to one another.
[0028] Referring to FIG. 8, and as further illustrated in FIG. 11,
Applicant's inventive electronic device or controller 30 and the
components used in the operation of the system are more clearly
illustrated. In the preferred embodiment, the electronic device or
controller 30 is connected to a battery 62, ground 64, a port (or
left) trim pump assembly 66 comprising a port (or left) trim pump
solenoid 67, a starboard (or right) trim pump assembly 68
comprising a starboard (or right) trim pump solenoid 69, a port (or
left) trim sender 70, and a starboard (or right) trim sender 72.
Alternatively, any means known to one skilled in the art may be
used for interfacing the electronic device or controller 30 and the
components provided that this means is used in the same manner to
accomplish Applicant's invention described herein.
[0029] The battery 62 provides electrical power to the electronic
device or controller 30 and is preferably a twelve (12) volt
battery. Alternatively, the battery 62 may be any other battery
known to one skilled in the art and used in the system provided
that the battery 62 operates in the manner as described herein.
[0030] The port (or left) trim pump assembly 66 comprising the port
(or left) trim pump solenoid 67 and the starboard (or right) trim
pump assembly 68 comprising the starboard (or right) trim pump
solenoid 69 are well known by those skilled in the art. In the
preferred embodiment, the port (or left) trim pump solenoid 67
further comprises a propeller drive "up" solenoid and a propeller
drive "down" solenoid for controlling the movement of the propeller
drive 24 in either the "up" direction or the "down" direction
within the water. Likewise, the starboard (or right) trim pump
solenoid 69 further comprises a propeller drive "up" solenoid and a
propeller drive "down" solenoid for controlling the movement of the
propeller drive 26 in either the "up" direction or the "down"
direction within the water.
[0031] The port (or left) trim sender 70 and the starboard (or
right) trim sender 72 are also well known by those skilled in the
art. In the preferred embodiment, the port (or left) trim sender 70
sends the location information of where the propeller drive 24 is
currently trimmed within the water to both the electronic device or
controller 30 and the port (or left) propeller drive location
indicator 54 for visual monitoring by the driver or operator 32.
Likewise, the starboard (or right) trim sender 72 sends the
location information of where the propeller drive 26 is currently
trimmed within the water to both the electronic device or
controller 30 and the starboard (or right) propeller drive location
indicator 56 also for visual monitoring by the driver or operator
32.
[0032] Referring to FIG. 9, there is illustrated a flowchart of the
basic operation for calibrating the electronic device or controller
30 (hereinafter referred to as the "calibration process"). In Step
74, if the process for calibrating the electronic device or
controller 30 is to begin, proceed to Step 76.
[0033] In Step 76, calibration is initiated. The port (or left)
propeller drive rocker switch 44 and the starboard (or right)
propeller drive rocker switch 46 are depressed in the upward
direction to move the propeller drives 24 and 26 upwardly into the
"full up" position within the water. In this manner, the propeller
drives 24 and 26 are each then situated in a maximum position, the
"full up" positions. These "full up" positions for each of the
propeller drives 24 and 26 establishes a known position
(hereinafter referred to as the "full up limit") for each of the
propeller drives 24 and 26. In the preferred embodiment, the "full
up limit" can be any value, number, or other baseline desired or
that is known to one skilled in the art.
[0034] Alternatively, the port (or left) propeller drive rocker
switch 44 and the starboard (or right) propeller drive rocker
switch 46 could be depressed in the downward direction to move the
propeller drives 24 and 26 downwardly into the "full down" position
within the water. In this manner, the propeller drives 24 and 26
would each then be situated in a maximum position, the "full down"
positions. These "full down" positions for each of the propeller
drives 24 and 26 establish a known position (hereinafter referred
to as the "full down limit") for each of the propeller drives 24
and 26. In the preferred embodiment, the "full down limit" can be
any value, number, or other baseline desired or that is known to
one skilled in the art. Then, proceed to Step 78.
[0035] In Step 78, if, from Step 76, the propeller drives 24 and 26
are in the "full up" position within the water, then depress the
port (or left) propeller drive rocker switch 44 and the starboard
(or right) propeller drive rocker switch 46 in the downward
direction to move the propeller drives 24 and 26 downwardly into
the "full down" position within the water. In this manner, the
propeller drives 24 and 26 would each now be situated in the other
maximum position, the "full down" positions. As discussed above,
these "full down" positions for each of the propeller drives 24 and
26 establish the "full down limit" for each of the propeller drives
24 and 26.
[0036] Alternatively, if, from Step 76, the propeller drives 24 and
26 are in the "full down" position within the water, then depress
the port (or left) propeller drive rocker switch 44 and the
starboard (or right) propeller drive rocker switch 46 in the upward
direction to move the propeller drives 24 and 26 upwardly into the
"full up" position within the water. In this manner, the propeller
drives 24 and 26 would each now be situated in the other maximum
position, the "full up" positions. As discussed above, these "full
up" positions for each of the propeller drives 24 and 26 establish
the "full up limit" for each of the propeller drives 24 and 26.
Then, proceed to Step 80.
[0037] In Step 80, if, in Step 78, during the movement of the
propeller drives 24 and 26 between the "full up" positions to "full
down" positions or, alternatively, the movement of the propeller
drives 24 and 26 between the "full down" positions to the "full up"
positions, the port (or left) trim sender 70 and the starboard (or
right) trim sender 72 are indicating the location of the propeller
drives 24 or 26 as moving, then proceed to Step 82.
[0038] In Step 82, the "full up limit" and the "full down limit"
are set for each of the propeller drives 24 and 26. In this manner,
the difference between the "full up limit" and the "full down
limit" likewise sets the maximum limit difference value for each of
the propeller drives 24 and 26. Accordingly, these "full up limit",
"full down limit", and the maximum limit difference value is
compared and used by the electronic device or controller 30 to
align and synchronize the propeller drives 24 and 26 during
operation. Proceed to Step 84.
[0039] In Step 84, calibration of the electronic device or
controller 30 is completed.
[0040] Referring back to Step 80, if, in Step 78, during the
movement of the propeller drives 24 and 26 between the "full up"
positions to "full down" positions or, alternatively, the movement
of the propeller drives 24 and 26 between the "full down" positions
to the "full up" positions, either the port (or left) trim sender
70 or the starboard (or right) trim sender 72 are not indicating
the location of the propeller drives 24 or 26 as moving or
changing, then proceed to Step 86.
[0041] In Step 86, if the port (or left) trim sender 70 or the
starboard (or right) trim sender 72 are not indicating the location
of the propeller drives 24 or 26 as moving or changing, an error is
occurring. The possible reasons for the error include but are not
limited to the port (or left) trim sender 70 experiencing an
anomaly or being broken, the starboard (or right) trim sender 72
experiencing an anomaly or being broken, and/or the propeller drive
24 or the propeller drive 26 are not in the "full up" positions or
"full down" positions due to movement of either or both of the
propeller drives 24 or 26 being restricted from a jam or other
reason. Upon the occurrence of an error, proceed to Step 88.
[0042] In Step 88, the calibration process is terminated, an error
message is sent to the driver or operator 32 or other person
conducting the calibration process, and the electronic device or
controller 30 remains unchanged and not calibrated.
[0043] Referring to FIG. 10, there is illustrated a flowchart of
the basic operation of Applicant's unique method for automatically
monitoring, trimming, and adjusting or synchronizing the propeller
drives 24 and 26 of the boat 20 to remain aligned with each other
in the desired trim positions during operation ("system 90").
[0044] In Step 92, the process for monitoring the propeller drives
24 and 26 of the boat 20 begins. In the preferred embodiment, the
electronic device or controller 30 is energized and starts
monitoring the system 90. The monitoring of the system 90 comprises
monitoring whether the port (or left) trim pump solenoid 67 of the
port (or left) trim pump assembly 66 and the starboard (or right)
trim pump solenoid 69 of the starboard (or right) trim pump
assembly 68 have been activated in Steps 94, 96, 98, and/or
100.
[0045] In Steps 94 and 96, if the propeller drive "up" solenoid of
the port (or left) trim pump solenoid 67 is activated and the
propeller drive "up" solenoid of the starboard (or right) trim pump
solenoid 69 is not activated, proceed back to Step 92.
[0046] If the propeller drive "up" solenoid of the port (or left)
trim pump solenoid 67 is not activated and the propeller drive "up"
solenoid of the starboard (or right) trim pump solenoid 69 is
activated, proceed back to Step 92.
[0047] If the propeller drive "up" solenoid of the port (or left)
trim pump solenoid 67 and the propeller drive "up" solenoid of the
starboard (or right) trim pump solenoid 69 are both activated,
proceed to Step 102.
[0048] In Step 102, the electronic device or controller 30
calculates a time differential between when the propeller drive
"up" solenoid of the port (or left) trim pump solenoid 67 was
activated and when the propeller drive "up" solenoid of the
starboard (or right) trim pump solenoid 69 was activated.
[0049] If the time differential is greater than one second (1 s),
this means that the port (or left) propeller drive rocker switch 44
and the starboard (or right) propeller drive rocker switch 46 have
each been separately depressed by the driver or operator 32 in the
"up" direction to move the port (or left) propeller drive 24 and
the starboard (or right) propeller drive 26 in the upward vertical
direction from its current position to a new higher position within
the water. In this manner, instead of using the electronic device
or controller 30, the driver or operator 32 is manually trimming,
through side by side manual adjustment, each of the propeller
drives 24 and 26 to the desired trim position. If this occurs,
proceed back to Step 92.
[0050] If the time differential is less than or equal to one second
(1 s), this means that the dual propeller drive rocker switch 48 or
the secondary dual propeller drive rocker switch 52 has been
depressed by the driver or operator 32 in the "up" direction to
move the port (or left) propeller drive 24 and the starboard (or
right) propeller drive 26 in the upward vertical direction from its
current position to a new higher position within the water. In this
manner, each of the propeller drives 24 and 26 are desired to be
equally moved to the same trim position. If this occurs, proceed to
Step 104.
[0051] In Step 104, the electronic device or controller 30 collects
the location information (also referred to herein as "port trim
value") from the port (or left) trim sender 70 of where the
propeller drive 24 is currently trimmed within the water and also
collects the location information (also referred to herein as the
"starboard trim value") from the starboard (or right) trim sender
72 of where the propeller drive 26 is currently trimmed within the
water. Then, proceed to Step 106.
[0052] In Step 106, the electronic device or controller 30
calculates a trim delta (i.e., the difference) between the port
trim value and the starboard trim value. When this occurs,
referring to the non-limiting example in FIG. 6A, the port (or
left) propeller drive location indicator 54 identifies the port
trim value 126 and the starboard (or right) propeller drive
location indicator 56 identifies the starboard trim value 128. The
difference between the port trim value 126 and the starboard trim
value 128 is the trim delta 130. Referring to FIG. 6 also
illustrates the location of where the propeller drive 24 is
currently trimmed in the water corresponding to the port trim value
126, the location of where the propeller drive 26 is currently
trimmed in the water corresponding to the starboard trim value 128,
and the location of each propeller drive 24 and 26 in relation to
one another as represented by the trim delta 130.
[0053] If the value of the trim delta 130 is greater than zero, as
illustrated in FIGS. 6 and 6A, the electronic device or controller
30 moves the propeller drive that is currently situated the lowest
in the water upwardly to match the location of the other propeller
drive. The reason is that, as the driver or operator 32 is desiring
the move the propeller drives 24 and 26 in the "up" direction from
its current position to a new higher position within the water, the
assumption is that: (a) the propeller drive that is located higher
in the water moved properly and is at the correct trim position,
and (b) the propeller drive remaining lower in the water, for some
reason, moved slower than the other propeller drive and therefore
must be raised higher in the water to match the other propeller
drive.
[0054] Alternatively, the electronic device or controller 30 could
instead move the propeller drive that is currently situated higher
in the water downwardly to match the location of the other
propeller drive, if desired.
[0055] In the preferred embodiment, the electronic device or
controller 30 automatically moves the propeller drive that is
currently situated the lowest in the water, which in the example as
illustrated in FIGS. 6 and 6A is the propeller drive 24, upwardly
to match the location of the other propeller drive, the propeller
drive 26. The electronic device or controller 30 accomplishes the
movement of the propeller drive 24 by sending a signal and
activating the propeller drive "up" solenoid of the port (or left)
trim pump solenoid 67 to thereby move the propeller drive 24 in the
"up" direction within the water. Once this occurs, proceed to Step
108 (in FIG. 10).
[0056] Also, in Step 106, if, as illustrated in FIG. 7A, the port
(or left) propeller drive location indicator 54 identifies the port
trim value 126 as being equal to the starboard trim value 128
identified by the starboard (or right) propeller drive location
indicator 56, then the trim delta 130 between the port trim value
126 and the starboard trim value 128 is equal to zero. Likewise, if
this occurs, as illustrated in FIG. 7, the location of the
propeller drive 24 currently trimmed in the water corresponding to
the port trim value 126 would be at the exact same location as the
location of the propeller drive 26 currently trimmed in the water
corresponding to the starboard trim value 128. In this manner, as
the propeller drives 24 and 26 are currently located at the exact
same desired trim position, proceed back to 92, to continue to
monitor the system 90.
[0057] In Step 108, the electronic device or controller 30
re-calculates the trim delta 130 (i.e., the difference) between the
port trim value 126 and the starboard trim value 128. If the value
of the trim delta 130 remains greater than zero, this means that
the propeller drive that was currently situated the lowest in the
water, which in the example as illustrated in FIGS. 6 and 6A is the
propeller drive 24, even after it has been moved upwardly in Step
106, continues to remain at a lower location in the water in
relation to and, unequal to, the other propeller drive, the
propeller drive 26. Accordingly, proceed to Step 110.
[0058] If the value of the trim delta 130 is equal to zero, this
means that the propeller drive that was currently situated the
lowest in the water, which in the example as illustrated in FIGS. 6
and 6A is the propeller drive 24, after it has been moved upwardly,
has now reached the location in the water that is equal to the
location of the other propeller drive, the propeller drive 26, as
illustrated in FIGS. 7 and 7A. Accordingly, as the propeller drives
24 and 26 are now at the desired trim position, proceed back to
Step 92, to continue to monitor the system 90.
[0059] In Step 110, proceed back to Step 106 for the electronic
device or controller 30 to automatically further move the propeller
drive that is currently situated the lowest in the water, which in
the example as illustrated in FIGS. 6 and 6A is the propeller drive
24, upwardly toward the location of the other propeller drive, the
propeller drive 26.
[0060] This process in Steps 106, 108, and 110 continues and is
repeated until the trim delta 130 is equal to zero such that the
propeller drive 24 is adjusted or synchronized with and in the
exact same trim position as the propeller drive 26, as illustrated
in FIGS. 7 and 7A. Once this is completed, proceed to Step 112.
[0061] In Step 112, upon completion of the automatic adjustment or
synchronization of the propeller drives 24 and 26 into the exact
same desired trim position, the electronic device or controller 30
is re-calibrated in accordance with the calibration process as set
forth in FIG. 9.
[0062] In Steps 98 and 100, if the propeller drive "down" solenoid
of the port (or left) trim pump solenoid 67 is activated and the
propeller drive "down" solenoid of the starboard (or right) trim
pump solenoid 69 is not activated, proceed back to Step 92.
[0063] If the propeller drive "down" solenoid of the port (or left)
trim pump solenoid 67 is not activated and the propeller drive
"down" solenoid of the starboard (or right) trim pump solenoid 69
is activated, proceed back to Step 92.
[0064] If the propeller drive "down" solenoid of the port (or left)
trim pump solenoid 67 and the propeller drive "down" solenoid of
the starboard (or right) trim pump solenoid 69 are both activated,
proceed to Step 114.
[0065] In Step 114, the electronic device or controller 30
calculates a time differential between when the propeller drive
"down" solenoid of the port (or left) trim pump solenoid 67 was
activated and when the propeller drive "down" solenoid of the
starboard (or right) trim pump solenoid 69 was activated.
[0066] If the time differential is greater than one second (1 s),
this means that the port (or left) propeller drive rocker switch 44
and the starboard (or right) propeller drive rocker switch 46 have
each been separately depressed by the driver or operator 32 in the
"down" direction to move the port (or left) propeller drive 24 and
the starboard (or right) propeller drive 26 in the downward
vertical direction from its current position to a new lower
position within the water. In this manner, instead of using the
electronic device or controller 30, the driver or operator 32 is
manually trimming, through side by side manual adjustment, each of
the propeller drives 24 and 26 to the desired trim position. If
this occurs, proceed back to Step 92.
[0067] If the time differential is less than or equal to one second
(1 s), this means that the dual propeller drive rocker switch 48 or
the secondary dual propeller drive rocker switch 52 has been
depressed by the driver or operator 32 in the "down" direction to
move the port (or left) propeller drive 24 and the starboard (or
right) propeller drive 26 in the downward vertical direction from
its current position to a new lower position within the water. In
this manner, each of the propeller drives 24 and 26 are desired to
be equally moved to the same trim position. If this occurs, proceed
to Step 116.
[0068] In Step 116, the electronic device or controller 30 collects
the location information (also referred to herein as "port trim
value") from the port (or left) trim sender 70 of where the
propeller drive 24 is currently trimmed within the water and also
collects the location information (also referred to herein as the
"starboard trim value") from the starboard (or right) trim sender
72 of where the propeller drive 26 is currently trimmed within the
water. Then, proceed to Step 118.
[0069] In Step 118, the electronic device or controller 30
calculates a trim delta (i.e., the difference) between the port
trim value and the starboard trim value. When this occurs,
referring to the non-limiting example in FIG. 6A, the port (or
left) propeller drive location indicator 54 identifies the port
trim value 126 and the starboard (or right) propeller drive
location indicator 56 identifies the starboard trim value 128. The
difference between the port trim value 126 and the starboard trim
value 128 is the trim delta 130. Referring to FIG. 6 also
illustrates the location of where the propeller drive 24 is
currently trimmed in the water corresponding to the port trim value
126, the location of where the propeller drive 26 is currently
trimmed in the water corresponding to the starboard trim value 128,
and the location of each propeller drive 24 and 26 in relation to
one another as represented by the trim delta 130.
[0070] If the value of the trim delta 130 is greater than zero, as
illustrated in FIGS. 6 and 6A, the electronic device or controller
30 moves the propeller drive that is currently situated the highest
in the water downwardly to match the location of the other
propeller drive. The reason is that, as the driver or operator 32
is desiring the move the propeller drives 24 and 26 in the "down"
direction from its current position to a new lower position within
the water, the assumption is that: (a) the propeller drive that is
located lower in the water moved properly and is at the correct
trim position, and (b) the propeller drive remaining higher in the
water, for some reason, moved slower than the other propeller drive
and therefore must be lowered in the water to match the other
propeller drive.
[0071] Alternatively, the electronic device or controller 30 could
instead move the propeller drive that is currently situated lower
in the water upwardly to match the location of the other propeller
drive, if desired.
[0072] In the preferred embodiment, the electronic device or
controller 30 automatically moves the propeller drive that is
currently situated the highest in the water, which in the example
as illustrated in FIGS. 6 and 6A is the propeller drive 26,
downwardly to match the location of the other propeller drive, the
propeller drive 24. The electronic device or controller 30
accomplishes the movement of the propeller drive 26 by sending a
signal and activating the propeller drive "down" solenoid of the
starboard (or right) trim pump solenoid 69 to thereby move the
propeller drive 26 in the "down" direction within the water. Once
this occurs, proceed to Step 120 (in FIG. 10).
[0073] Also, in Step 118, if, as illustrated in FIG. 7A, the port
(or left) propeller drive location indicator 54 identifies the port
trim value 126 as being equal to the starboard trim value 128
identified by the starboard (or right) propeller drive location
indicator 56, then the trim delta 130 between the port trim value
126 and the starboard trim value 128 is equal to zero. Likewise, if
this occurs, as illustrated in FIG. 7, the location of the
propeller drive 24 currently trimmed in the water corresponding to
the port trim value 126 would be at the exact same location as the
location of the propeller drive 26 currently trimmed in the water
corresponding to the starboard trim value 128. In this manner, as
the propeller drives 24 and 26 are currently located at the exact
same desired trim position, proceed back to 92, to continue to
monitor the system 90.
[0074] In Step 120, the electronic device or controller 30
re-calculates the trim delta 130 (i.e., the difference) between the
port trim value 126 and the starboard trim value 128. If the value
of the trim delta 130 remains greater than zero, this means that
the propeller drive that was currently situated the highest in the
water, which in the example as illustrated in FIGS. 6 and 6A is the
propeller drive 26, even after it has been moved downwardly in Step
118, continues to remain at a higher location in the water in
relation to and, unequal to, the other propeller drive, the
propeller drive 24. Accordingly, proceed to Step 122.
[0075] If the value of the trim delta 130 is equal to zero, this
means that the propeller drive that was currently situated the
highest in the water, which in the example as illustrated in FIGS.
6 and 6A is the propeller drive 26, after it has been moved
downwardly, has now reached the location in the water that is equal
to the location of the other propeller drive, the propeller drive
24, as illustrated in FIGS. 7 and 7A. Accordingly, as the propeller
drives 24 and 26 are now at the desired trim position, proceed back
to Step 92, to continue to monitor the system 90.
[0076] In Step 122, proceed back to Step 118 for the electronic
device or controller 30 to automatically further move the propeller
drive that is currently situated the highest in the water, which in
the example as illustrated in FIGS. 6 and 6A is the propeller drive
26, downwardly toward the location of the other propeller drive,
the propeller drive 24.
[0077] This process in Steps 118, 120, and 122 continues and is
repeated until the trim delta 130 is equal to zero such that the
propeller drive 26 is adjusted or synchronized with and in the
exact same trim position as the propeller drive 24, as illustrated
in FIGS. 7 and 7A. Once this is completed, proceed to Step 124.
[0078] In Step 124, upon completion of the automatic adjustment or
synchronization of the propeller drives 24 and 26 into the exact
same desired trim position, the electronic device or controller 30
is re-calibrated in accordance with the calibration process as set
forth in FIG. 9.
[0079] Referring to FIG. 11 illustrates the electrical schematic
diagram of the operation and control of the system 90 on the boat
20. The electronic device or controller 30 is connected to the
propeller drive "up" solenoid 132 of the port (or left) trim pump
solenoid 67, the propeller drive "down" solenoid 134 of the port
(or left) trim pump solenoid 67, the propeller drive "up" solenoid
136 of the starboard (or right) trim pump solenoid 69, the
propeller drive "down" solenoid 138 of the starboard (or right)
trim pump solenoid 69, the the port (or left) trim sender 70, and
the starboard (or right) trim sender 72. In the preferred
embodiment, these connections are easily made and do not require
any special wiring or connections. As a result, Applicant's
invention has the further benefit of being easily connected to
existing electrical systems found in most, if not all, stern drive
boats 20.
[0080] Thus, there has been provided a unique method for
automatically monitoring, trimming, and adjusting or synchronizing
dual or multiple propeller drives of a boat 20 to remain aligned
with each other in the desired trim positions during operation.
While the invention has been described in conjunction with a
specific embodiment, it is evident that many alternatives,
modifications and variations will be apparent to those skilled in
the art in light of the foregoing description. Accordingly, it is
intended to embrace all such alternatives, modifications and
variations as fall within the spirit and scope of the appended
claims.
* * * * *